still



STILL. CYLINDER 0F INTEFNAL COMBUSTION ENGINES.

APPLICATI'JN FSLED MAY 19, 1229.

Patented Sept. 23, 1919.

3 SHEETS-SHEET 1- W. J. STILL.

CYLINDER OF INTERNAL COMBUSTION ENGINES.

APPLICATION FILED MAY I9. 1919 Patented Sept. 23, 1919.

m lllulul' 2: J I- m 3 SHEETS-SHEET 2- APPLICATION FILED MAY 19. I919.

Patented 23, 1919. 3SHEETS-SHEET a.

- STATES PATENT OFFICE.

wrn'mnu :osnrn srun, or nonnon, sustain).

mnmm or mmurconusrron enemas.

Specification of Letters Patent. Patented Sept. 7 33, 1919.

Application filed Kay 19, me. Serial No. 390.205.

To all whom it may concern Be it known that I, Wnmmm Josnrrr,

Sm, of 7 Princes street, London, S. W. 1., England, engineer, have invented certain new and useful Improvements in and Connected with the Cylinders of'Internal-Combustion Engines, of which the following is a specification.

This invention relates to improvements in and connected with the cylinders of internal combustion engines, and has particular reference to cylinders of large diameter where the combustion pressures are taken by a thin cylinder or liner supported externally by a pressure resisting sleeve in accordance with t e principle set out in the specification of my prior British Letters Patent No. 17 50 of 1912. In this prior case the pressure resisting sleeve also forms the outer jacket or mantle of the c linder, the cooling medium circulating t rough the ribs on the thin c linder or liner between the liner and the eeve. proved Satisfactory in engines having cylinders of comparatively small size, but where larger c linders are concerned it becomes more di cult to support the thin cylinders or liners without t e possibility of distortion due to movement of the material of which the pressure resisting sleeve is composed. This is due to the sleeve being a casting-usually of steel-of irregular shape and even when annealed not of suflicient y homogeneous material. The consequence 1S thatsuch structures tend to change an shape in time, and large and relatively thin cylinders or liners cannot resist these distorting influences, although, as aforesaid, the smaller and relatively thicker ones do. It

therefore becomes important that'for large cylinders'the pressure resisting sleeves be of regular ships and of homogeneous material. It is soim rtant in these lar e cylinders that the cy inder or liner and t e pressure resisting sleeve should approximate in temperature as closely as possible, and theprimaly object of my invention, is to provide a cylinder construction in which'these desiderata are attained, and the primary feature of the invention consists in forming the pressure resisting sleeve in the form of a hoop and locating it within the jacket and consequently immersed in the jacket water or other cooling medium instead of using 1t as the jacket or mantle. By reason of this the hoop forming the pressure resisting Such an arrangement has sleeve can be a forging of re ar sha e of mild steel or wrought iron si i ice it no longer necessary to form upon it the bosses for the water inlet and outlet passages nor thosenecessary for efiecting attachment to the en ine crank In t e accompanying drawings I have illustrated my invention, Figure 1 being a sectional view illustrating" a cylinder constructed in accordance with my invention.

Fig. 2 is a sectional plan view thereof, the left-hand half of the figure being a section on the line 2-2 and the right-hand half a section on the line 2-2".

Fig. 3 is a view similar to Fig. 1 of a modi fied construction.

Fig.4 is a sectional view thereof, the lefthand half of the section being on the line 4-4 with the pressure resistingsleeve or hoop'removed and the right-hand half being a section onthe line 4 -4", the sectioning of the pressure resisting sleeve or hoop being omitted for the sake of clearness.

' Fig. 5 is a sectional view indicating a further possible modification of the arrangeillustrating a mo ified construction of the exhaustion port entablature of the liner.

Referring to these drawings and particularly to Fig. 1 the numeral 1 designates the thin cylinder or liner which is cast with ribs 2, and 3 designates a wrought iron or mild steel hoop which constitutes a pres sure resisting sleeve which is forced over the ribs 2, and in this example has a conical defleeting plate 4 attached to it at the top. The outer jacket or mantle 5 of the cylinder surrounds the whole and is bolted to the adjoinin cylinder member, a joint 7 being formed Eetween the thin cylinder or liner 1 and the jacketor mantle 5. It will be seen that the ,hoop or pressure resisting sleeve 3 is of regular form and is completely immersed in the jacket water and must ap-' proximate in temperature to the temperature of the jacket water. The importance of this is that the temperature difierence between the thin cylinder or liner 1 and the hoop 3 which constitutes the pressure resistm sleeve is much less than would be the case if the outer jacket itself constituted .the pressure resistmg sleeve as in the prior case above alluded to. It, may be mentioned that it has been found by trial that the temperature of the outer jacket or mantle falls considerabl below the average temperature of the cool ment shown in Fi 3, and Fig. 6 is a view ing mediumewithin it and temperature differences amounting to over 100 F. between the thin cylinder or liner and the jacket or mantle have been recorded,

Such differences are detrimental where the two are united together to resist stresses and by locating the pressure resistin hoop comletely immersed within the j ac et water as before described combined with the elimina- 0 tion of all radiation losses from it will be found very advantageous particularl where large structures are concerned. oreover the hoop 3 forms a dividing wall between circulation of the water, the liner velocity of the flow over the heating surfaces of the thin cylinder or, liner far exceedin what can be provided for by circulation t rough an entire system of jackets and connecting pipes to and from a boiler or radiator even with the assistance of a forced circulation system of any reasonable size. This high rate of flow tends further to reduce the temperature difference between the hoop 3 and the thin cylinder or liner 1 and between the liner and the'circulating water, and this permits of the maintenance of higher mean pressure within the cylinder than could otherwise be safely employed. The rapidity of circulation also tends to discourage the deposition of scale or other matters on the liner surfaces. In very large engines the cross section of the ribs 2 on the thin cylin- 15 der or liner 1 may be increased at the outside as at 7 in Fig. 4. This could not be done if the temperature difference between the inner surface of the liner and its outer edge where it engages the hoop 3, was reat because the liner face would be crushe by its inability to expand in accordance with its rise in temperature, thus the foregoing construction permits the cross section of outer edges of the ribs 2 to be enlarged to any required extent to provide adequate support for the longitudinal stresses.

In Fig. 3 the hoop 3 is shown with an extension 3 which supports the extended form of the combustion chamber of the cylinder, but it will be noticed that it still retains its characteristic of being of regular form capable of being forged from wrought iron ormild steel.

I. the form here shown the hoop 3 sn 1 ports the radial stresses and the. longitudinular groove in the ribs.

malaria nal stresses are also supported by means of the T headed bolts 8, the heads 8 of which engage in slots 9 formed by cutting an an- These T headed bolts 8 are inserted in position with their heads 8,. in the slots 9 before the hoop is pressed into place over the ribs 2. These bolts 8' when locked home by the nuts 10 extend the support given by the ribs 2 to the control end of thecombustion chamber and enable the extension 3, to resist both radial and longitudinal stresses. If desirable further sup-port for the longitudinal reactions maybe provided for by means of through bolts 10 connected to the hoop 3 as indicated in Fig. 3, these bolts bein im-- mersed in the cooling water of the jac (et.

Fig. 5 shows how it is possible to fit additional hoops 3,, around the extension of the combustion chamber to resist radial bursting stresses.

The foregoing construction enables an increased combustion pressure to be safely maintained in the combustion end of the cylinder,

What" I claim and desire to secure by Letters Patent is l 1. An internal combustion engine cylinder comprising a thin cylinder or liner having longitudinal ribs on its outer side, a pressure resistin sleeve embracing the ribs and spaced y the ribs from the liner and serving to withstand the pressure imparted to the sleeve through the ribs, and an outer jacket inclosing the liner and sleeve and spaced from the latter, so that the sleeve is immersed and its inner and outer surfaces are in contact with the cooling fluid in the jacket and temperature difference between the sleeve and the liner is minimized.

2. An internal combustionengine cylinder comprising a thin .cylinder or liner having longitudinal ribs on its outer side, a plurality of pressure resisting sleeves embracing the ribs and spaced by the ribs from the liner and serving to withstand the pressure imparted to the sleeves through the ribs, and an outer jacket inclosing the llner and sleeves and spaced from the latter so that the sleeves are immersed and their inner and outer sur- 115 faces are in contact with thecooling fluid in the jacket and temperature difference between the sleeves and theliner is minimized.

3. In an internal combustion engine having its cylinder formed according to claim 1,

the provision of T-headed bolts whose heads engage in slots in the ribs of the thin cylinder and are secured by nuts to the pressure resistin sleeve whereby said sleeve is capable o resisting longitudinal strains. 4. An internal combustion engine as set forth in claim 1 wherein longitudinal strains are resisted by through bolts located in the cooling acket.

5. An internal combustion engine cylinder 1 0 comprising a thin cylinder or liner having longitudinal ribs on its outersidc, a pressure resisting sleeve embracing the ribs and spaced by the ribs from the liner, said sleeve being a forged hoop of regular form and serving to withstand the pressures imparted to the sleeve through the ribs, and an outer jacket inclosing the liner and sleeve and spaced from the latter so that the sleeve is immersed and its inner and outer surfaces are in contact with the cooling fluid in the jacket and temperature difference between the sleeve and-the liner is minimized.

6. An internal combustion engine cylinder as set forth in claim 1 having a conical de--15 flector attached to it at one end.

7. An internal combustion engine cylinder as set forth in claim 1 wherein the pressure resisting-hoop is formed with an integral extension which serves both as a deflector 20 and as a means of resisting both radial and longitudinal stresses imparted to it by the thin cylinder or liner.

In witness whereof I afiix my signature.

WILLIAM JOSEPH STILL. 

